Railway vehicle underframe, railway vehicle car and railway vehicle

Abstract

The application provides a rail vehicle underframe, a rail vehicle carriage and a rail vehicle, and relates to the technical field of rail vehicles. The rail vehicle underframe comprises two side beams, a bolster, two groups of first floors and at least one group of second floors. The two side beams extend along a first direction and are arranged in parallel and at intervals along a second direction. The bolster comprises a main body part and a protruding part. The main body part extends along the second direction and is connected to the two side beams. The protruding part extends upward from the middle part of the upper surface of the main body part. The two groups of first floors are respectively located on the two sides of the protruding part in the second direction, the first floor is configured to extend along the first direction and is lapped on the upper surface of the main body part, and a wiring cavity is formed in the first floor. The at least one group of second floors is located between the two groups of first floors, the second floor is configured to extend along the first direction and is disconnected at the position of the protruding part to embed the protruding part in the second floor.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle technology, and more specifically, to a rail vehicle chassis, carriage, and rail vehicle. Background Technology

[0002] With the rapid development of urban rail transit, linear motor vehicles have been widely used in modern urban rail transit due to their technical advantages such as strong small-radius throughput and strong climbing ability. As an important load-bearing component of the rail vehicle body structure, the underframe's structural form directly determines the vehicle's overall load-bearing capacity, operational safety, and the rationality of the layout of undercarriage equipment.

[0003] Linear motor vehicle chassis typically employ a plate-beam welded structure, where crossbeams, columns, and longitudinal beams are formed by welding plates of varying thicknesses and open profiles. However, this structure has several shortcomings in practical applications. First, due to the inherent limitations of the plate-beam welded structure, the cross-sectional height of the bolster beams and traction beams is usually designed to be relatively small, resulting in insufficient bending stiffness and limited longitudinal load-bearing capacity of the chassis, making it difficult to meet the ever-increasing demands for high-volume, high-load operations. Second, to achieve small-radius passage capabilities, linear motor vehicles often occupy a significant portion of the undercarriage space with equipment such as bogies, leading to extremely limited undercarriage wiring space. In existing chassis designs, the floor is often forcibly interrupted when passing through the bolster beam area. This not only compromises the integrity of the vehicle body structure but also disrupts the internal cavities for wiring, making undercarriage cabling difficult, maintenance inconvenient, and prone to safety hazards such as cable interference.

[0004] Furthermore, existing plate beam welded structures suffer from problems such as large welding workload, difficulty in controlling post-weld deformation, and inability to adapt to automated robotic welding, resulting in low production efficiency and high manufacturing costs. Therefore, how to optimize and improve the base frame structure to enhance rigidity and load-bearing capacity while also accommodating floor wiring layout has become an urgent technical problem to be solved. Summary of the Invention

[0005] In view of this, the present invention provides a rail vehicle underframe, carriage and rail vehicle, wherein the sleeper beam has a double-layer structure, the protrusion is embedded in the second floor, and the first floor is erected on the main body. While reducing floor partitions and increasing wiring space, the sleeper beam cross-section is increased, thereby improving bending stiffness and longitudinal bearing capacity.

[0006] To achieve the above objectives, the present invention provides a rail vehicle underframe, comprising two side beams extending along a first direction and spaced parallel to each other along a second direction; a sleeper beam comprising: a main body extending along the second direction and connected to the two side beams; a protrusion extending upward from the middle of the upper surface of the main body; two sets of first floor panels located on both sides of the protrusion in the second direction, the first floor panels being configured to extend along the first direction and overlap the upper surface of the main body, and a wiring cavity being formed within the first floor panels; and at least one set of second floor panels located between the two sets of first floor panels, the second floor panels being configured to extend along the first direction and break at the location of the protrusion, so that the protrusion can be embedded in the second floor panel.

[0007] According to an embodiment of the present invention, the main body includes: an intermediate profile integrally connected with the protrusion to form a stepped structure; and two side profiles respectively connected to the two sides of the intermediate profile in a first direction, so that the two sides of the main body in the first direction extend beyond the two sides of the protrusion in the first direction.

[0008] According to an embodiment of the present invention, the aforementioned pillow beam further includes a connecting portion configured to extend upward from the upper surface of the aforementioned side profile to be flush with the upper surface of the aforementioned protrusion, so as to connect the aforementioned protrusion and the aforementioned second floor.

[0009] According to an embodiment of the present invention, the side profile is configured to extend in a direction away from the intermediate profile to form a mounting portion, suitable for mounting a traction device, wherein there is a vertical distance between the mounting portion and the second floor, and a lateral distance between the mounting portion and the side beam.

[0010] According to an embodiment of the present invention, it further includes: two end beams extending along a second direction and spaced parallel to each other along a first direction, configured to be sequentially connected to the two side beams to form a rectangular frame; a traction beam, one end of which is connected to the bolster beam, configured to extend along the first direction toward the end beam that is closer to the bolster beam; and the second floor is further configured to be broken at the location of the traction beam so that the traction beam can be embedded in the second floor.

[0011] According to an embodiment of the present invention, the traction beam includes: two longitudinal beam units extending along a first direction and arranged parallel to each other along a second direction, one end of each of the longitudinal beam units being connected to the protrusion; and a connecting plate connected between the two longitudinal beam units, the upper surface of the connecting plate being flush with the upper surface of the protrusion to be connected to the protrusion.

[0012] According to an embodiment of the present invention, each of the above-mentioned longitudinal beam units includes: an upper connecting layer, one end of which is connected to the protrusion in a first direction, one side of which is connected to the second floor in a second direction, and the other side of which is connected to the connecting plate; and a lower connecting layer, which is located below the upper connecting layer and connected to the upper connecting layer, one end of which is connected to the main body in the first direction.

[0013] According to an embodiment of the present invention, each of the above-mentioned longitudinal beam units further includes a reinforcing web, which is connected between the lower connecting layer and the main body.

[0014] According to an embodiment of the present invention, it further includes: a coupler mounting base disposed at the other end of the traction beam and suitable for mounting a coupler; and a buffer beam connected between the coupler mounting base and the end beam.

[0015] Another embodiment of the present invention provides a carriage, comprising: a rail vehicle chassis as described in any of the above embodiments; two side walls extending upward from two side beams, each side wall having at least one door mounting hole and at least one window mounting hole; a roof disposed parallel to a first floor and connected to both side walls; and two end walls disposed at both ends of the roof in a first direction, the end walls extending vertically and connected to both the roof and the two side walls.

[0016] According to an embodiment of the present invention, a water baffle extends upward from the upper end of the side wall, and the water baffle, the side wall, and the roof form a water accumulation groove extending in a first direction to prevent water from flowing down the outer surface of the side wall.

[0017] Another embodiment of the present invention provides a rail vehicle including a carriage as described in any of the above embodiments.

[0018] The rail vehicle underframe provided by this invention features an increased effective cross-section of the sleeper beam, composed of a main body and a raised portion, resulting in improved overall bending stiffness and enhanced longitudinal load-bearing capacity. Furthermore, the raised portion is only embedded in the second floor, allowing the first floor to remain completely open, providing ample space for wiring. This balances structural strength with functional layout rationality, saves undercarriage space, and better adapts to L-shaped linear motor vehicles. Attached Figure Description

[0019] Figure 1 This is a perspective structural diagram of a rail vehicle chassis provided by an exemplary embodiment of the present invention;

[0020] Figure 2 This is a partial enlarged view of the rail vehicle chassis from a first perspective, provided by an exemplary embodiment of the present invention;

[0021] Figure 3This is a first cross-sectional view of the rail vehicle underframe at the sleeper beam provided in an exemplary embodiment of the present invention;

[0022] Figure 4 This is a second cross-sectional view of the rail vehicle underframe at the sleeper beam provided in an exemplary embodiment of the present invention;

[0023] Figure 5 This is a partial enlarged view of the rail vehicle chassis from a second perspective, provided by an exemplary embodiment of the present invention;

[0024] Figure 6 This is a partial enlarged view of the rail vehicle chassis from a third-person perspective, provided by an exemplary embodiment of the present invention;

[0025] Figure 7 This is a cross-sectional view of the rail vehicle chassis at the traction beam provided by an exemplary embodiment of the present invention;

[0026] Figure 8 This is a perspective structural diagram of the carriage provided by an exemplary embodiment of the present invention;

[0027] Figure 9 This is a cross-sectional view of the carriage provided in an exemplary embodiment of the present invention;

[0028] Figure 10 yes Figure 8 A magnified view of a portion of point A in the middle.

[0029] In the accompanying drawings, the meanings of the reference numerals are as follows:

[0030] 1. Edge beam;

[0031] 2. Pillow beam;

[0032] 21. Main body;

[0033] 211. Intermediate profiles;

[0034] 212. Side profile;

[0035] 2121. Installation Department;

[0036] 22. Protrusion;

[0037] 23. Connecting part;

[0038] 24. Filling section;

[0039] 3. First floor;

[0040] 31. Wiring cavity;

[0041] 4. Second floor;

[0042] 5. End beams;

[0043] 6. Traction beam;

[0044] 61. Longitudinal beam unit;

[0045] 611. Upper connection layer;

[0046] 612. Lower connecting layer;

[0047] 613. Strengthen the web;

[0048] 62. Connecting plate;

[0049] 7. Coupler mounting bracket;

[0050] 8. Buffer beam;

[0051] 9. Side walls;

[0052] 91. Water baffle;

[0053] 10. Car roof;

[0054] 11. End wall. Detailed Implementation

[0055] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. However, it should be understood that these descriptions are exemplary only and are not intended to limit the scope of the invention. In the following detailed description, numerous specific details are set forth to provide a thorough understanding of the embodiments of the invention for ease of explanation. However, it will be apparent that one or more embodiments may be practiced without these specific details. Furthermore, descriptions of well-known structures and techniques are omitted in the following description to avoid unnecessarily obscuring the concept of the invention.

[0056] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. The terms “comprising,” “including,” etc., as used herein indicate the presence of the stated features, steps, operations, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, or components.

[0057] All terms used herein (including technical and scientific terms) have the meanings commonly understood by those skilled in the art, unless otherwise defined. It should be noted that the terms used herein are to be interpreted in a manner consistent with the context of this specification, and not in an idealized or overly rigid way.

[0058] When using expressions such as "at least one of A, B and C", they should generally be interpreted in accordance with the meaning that is commonly understood by those skilled in the art (e.g., "a system having at least one of A, B and C" should include, but is not limited to, a system having A alone, a system having B alone, a system having C alone, a system having A and B, a system having A and C, a system having B and C, and / or a system having A, B and C, etc.).

[0059] Figure 1 This is a perspective structural diagram of a rail vehicle chassis provided by an exemplary embodiment of the present invention. Figure 2 This is a partial enlarged view of the rail vehicle chassis from a first perspective, provided by an exemplary embodiment of the present invention. Figure 3 This is a first cross-sectional view of the rail vehicle underframe at the sleeper beam, provided by an exemplary embodiment of the present invention.

[0060] Embodiments of the present invention provide a rail vehicle underframe, such as Figures 1 to 3 As shown, the system includes two side beams 1, a bolster beam 2, two sets of first floor panels 3, and at least one set of second floor panels 4. The two side beams 1 extend along a first direction and are spaced parallel to each other along a second direction. The bolster beam 2 includes a main body 21 and a protrusion 22. The main body 21 extends along the second direction and connects to the two side beams 1. The protrusion 22 extends upward from the center of the upper surface of the main body 21. The two sets of first floor panels 3 are located on either side of the protrusion 22 in the second direction. The first floor panels 3 are configured to extend along the first direction and overlap the upper surface of the main body 21, and a wiring cavity 31 is formed within the first floor panels 3. At least one set of second floor panels 4 is located between the two sets of first floor panels 3. The second floor panels 4 are configured to extend along the first direction and break at the location of the protrusion 22, allowing the protrusion 22 to be embedded in the second floor panel.

[0061] First, it should be noted that in the field of rail vehicle technology, the length direction of a vehicle is called the longitudinal direction, which is the first direction in this embodiment; the width direction of a vehicle is called the transverse direction, which is the second direction in this embodiment; and the height direction of a vehicle is called the vertical direction, which is the "upward" mentioned in this embodiment.

[0062] In this embodiment, the two side beams 1, the first floor 3, and the second floor 4 all extend along a first direction, while the main body 21 and the protrusion 22 of the bolster beam 2 both extend along a second direction. In the second direction, the width of the protrusion 22 is smaller than the width of the main body 21. In the arrangement, the main body 21 is located below the first floor 3 and the second floor 4 and is connected to the two side beams 1. The protrusion 22 extends into the second floor 4, so that the upper surfaces of the first floor 3, the second floor 4, and the protrusion 22 form a substantially flush surface. This not only increases the cross-sectional area of ​​the bolster beam 2, improving its bending stiffness and longitudinal bearing capacity, but also eliminates the need to disconnect the first floor 3, providing ample internal wiring space.

[0063] In some optional embodiments, the first floor 3 may include multiple sub-floors sequentially spliced ​​along the second direction, with adjacent sub-floors connected by welding or bolts to improve overall rigidity. The first floor 3 may also be as follows: Figure 1 The entire floor shown is welded to the second floor 4 and the edge beam 1. The second floor 4 is similar to the first floor 3, so we will not go into too much detail here. The wiring cavity 31 formed inside the first floor 3 can be a through cavity running along the first direction, or it can be a segmented cavity formed by multiple partitions, depending on the cable layout requirements.

[0064] In some other embodiments, a sealing strip or sealant may be provided at the connection between the second floor 4 and the protrusion 22 to prevent dust and moisture from entering the interior of the pillow beam 2 and improve corrosion resistance.

[0065] Figure 4 This is a second cross-sectional view of the rail vehicle underframe at the sleeper beam, provided by an exemplary embodiment of the present invention.

[0066] In one exemplary embodiment, such as Figures 1 to 4 As shown, the main body 21 includes a central profile 211 and two side profiles 212. The central profile 211 is integrally connected to the protrusion 22 to form a stepped structure. The two side profiles 212 are respectively connected to the two sides of the central profile 211 in the first direction, so that the two sides of the main body 21 in the first direction extend beyond the two sides of the protrusion 22 in the first direction.

[0067] In this embodiment, the intermediate profile 211 is located at the center of the width of the main body 21, providing a base for the upward extension of the protrusion 22. The side profiles 212 are located on the front and rear sides of the intermediate profile 211. Since the upper surface of the side profiles 212 is lower than the upper surface of the protrusion 22, the two sets of first floor panels 3 can stably overlap the upper surface of the side profiles 212, thereby obtaining sufficient support area. This stepped structure not only meets the high bending stiffness requirements of high-capacity rail vehicles for the underframe but also facilitates processing, manufacturing, and lightweight control.

[0068] According to embodiments of the present invention, such as Figure 2 and Figure 4 As shown, the bolster also includes a connecting portion 23, which is configured to extend upward from the upper surface of the side profile 212 to be flush with the upper surface of the protrusion 22, so as to connect the protrusion 22 and the second floor 4.

[0069] In such an embodiment, since the second floor 4 is disconnected at the raised portion 22, by providing the upwardly extending connecting portion 23, not only the height difference between the side profile 212 and the raised portion 22 is filled, but also a stable lapping and supporting surface is provided for the disconnected edge of the second floor 4. This enables a smooth transition between the second floor 4 and the top surface of the raised portion 22, preventing the second floor 4 from collapsing or warping when subjected to force.

[0070] In an optional embodiment, as Figure 4 shown, the raised portion 22 and the intermediate profile 211 are of an integral structure, and the cross-section is configured in a "day" shape, which maximally reduces the structural weight while ensuring high flexural rigidity. The side profile 212 has an upper-middle-lower three-way welding structure and is welded to the bottom of the intermediate profile 211, the top of the intermediate profile 211, and the top of the raised portion 22 respectively, enhancing the overall structural stability of the bolster 2 and preventing the weld seams from cracking due to vibration during vehicle operation.

[0071] More specifically, to reduce the processing difficulty of the side profile 212 and improve stress concentration, the length of the upper welding fork is shorter and is welded to the top of the raised portion 22 through an adapter cover plate.

[0072] Figure 5 It is a partial enlarged view of the underframe of a rail vehicle from a second perspective provided by an exemplary embodiment of the present invention.

[0073] In an exemplary embodiment, as Figure 1 、 Figure 4 and Figure 5 shown, the side profile 212 is configured to extend outwards away from the intermediate profile 211 to form a mounting portion 2121, which is suitable for mounting a traction device. There is a vertical spacing between the mounting portion 2121 and the second floor 4, and a lateral spacing between the mounting portion 2121 and the side beam 1.

[0074] In such an embodiment, the mounting portion 2121 extends outwards beyond the contour of the main body portion 21. A main mounting hole is provided at the center of the bottom of the main body portion 21. The mounting portion 2121 includes a plurality of auxiliary mounting holes for mounting a traction device. Specifically, the traction device may be the center traction pin of a bogie and its auxiliary structural members, which are installed to the auxiliary mounting holes through bolts. When maintenance or repair is required, due to the vertical spacing between the auxiliary mounting holes and the second floor 4 and the lateral spacing between the auxiliary mounting holes and the side beam 1, an avoidance space is formed, and the staff can directly remove the bolts without removing the bolster 2 from the first floor 3 and the second floor 4.

[0075] In some optional embodiments, as Figure 5As shown, the pillow beam 2 also includes a filling part 24. Specifically, an installation groove is formed at the welding position between the main body part 21 and the side beam 1, and the filling part 24 is located in the installation groove. During welding, the main body part 21 is simultaneously welded to the side beam 1 and the filling part 24, and the filling part 24 is further welded to the side beam 1.

[0076] In this implementation, the filler portion 24 acts as an internal reinforcing block for the connection node. By providing the filler portion 24 within the mounting groove, the connection between the main body 21 and the side beam 1 is transformed from a single-sided or double-sided fillet weld to a multi-faceted composite weld structure connected by the filler portion 24. This not only increases the total length and effective load-bearing cross-sectional area of ​​the weld, effectively dispersing stress concentration at the connection between the sleeper beam 2 and the side beam 1, and improving the shear strength and fatigue resistance of the connection node, but also acts as a process backing during welding, ensuring weld penetration and quality, and meeting the reliability requirements of high-capacity rail vehicles for underframe connections.

[0077] In one exemplary embodiment, such as Figure 1 and Figure 2 As shown, the rail vehicle underframe also includes two end beams 5 and a traction beam 6. The two end beams 5 extend along a second direction and are spaced parallel to each other along a first direction, configured to connect sequentially with two side beams 1 to form a rectangular frame. One end of the traction beam 6 is connected to the sleeper beam 2, and it is configured to extend along the first direction toward the end beam 5 that is closer to the sleeper beam 2. The second floor 4 is also configured to break at the location of the traction beam 6 so that the traction beam 6 can be embedded into the second floor 4.

[0078] In this implementation, the end beam 5 and the side beam 1 constitute the boundary frame of the rail vehicle underframe. The traction beam 6, as a key component for transmitting longitudinal traction and impact forces, also requires a relatively high height to meet the demands of high-capacity transport. It should be noted that the height of the traction beam 6 refers to its vertical dimension, not its spatial position; a similar concept can be found in the concept of "building height." The traction beam 6 is also constructed to be embedded in the second floor 4, meaning the second floor 4 is discontinuous and avoids overlap above the traction beam 6. This allows the traction beam 6 to both extend upwards into the floor mounting surface to increase its cross-sectional dimensions and maintain a flush surface on the upper surface of the underframe, achieving continuous transmission of longitudinal forces and cable routing without cutting through the first floor 3.

[0079] Figure 6 This is a partial enlarged view of the rail vehicle chassis from a third-person perspective, provided by an exemplary embodiment of the present invention.

[0080] According to embodiments of the present invention, such as Figure 2 and Figure 6As shown, the traction beam 6 includes two longitudinal beam units 61 and a connecting plate 62. The two longitudinal beam units 61 extend along a first direction and are arranged parallel to each other along a second direction, with one end of each longitudinal beam unit 61 connected to the protrusion 22. The connecting plate 62 connects the two longitudinal beam units 61, and the upper surface of the connecting plate 62 is flush with the upper surface of the protrusion 22 to connect with the protrusion 22.

[0081] In this implementation, the two longitudinal beam units 61 form a double beam structure, and the connecting plate 62 connects the two beams laterally into one. The top surface of the connecting plate 62 is flush with the top surface of the protrusion 22, which ensures the rigid connection at the connection between the traction beam 6 and the sleeper beam 2 and the smooth transition of the load, effectively improving the overall longitudinal bearing capacity of the middle part of the underframe.

[0082] Figure 7 This is a cross-sectional view of the rail vehicle chassis at the traction beam provided by an exemplary embodiment of the present invention.

[0083] Further according to embodiments of the present invention, such as Figure 6 and Figure 7 As shown, each longitudinal beam unit 61 includes an upper connecting layer 611 and a lower connecting layer 612. The upper connecting layer 611 is connected to the protrusion 22 at one end in a first direction, connected to the second floor 4 on one side in a second direction, and connected to the connecting plate 62 on the other side. The lower connecting layer 612 is located below and connected to the upper connecting layer 611, and its end in the first direction is connected to the main body 21.

[0084] In this implementation, the longitudinal beam unit 61 is constructed as a double-layer structure. The upper connecting layer 611 mainly serves to connect the second floor 4 and the connecting plate 62, maintaining the flatness of the floor surface; the lower connecting layer 612 extends downward and connects to the main body 21 of the bolster beam 2, transferring the longitudinal tensile and compressive load borne by the traction beam 6 to the main body 21, and then distributing it from the main body 21 to the edge beam 1. This double-layer force transmission path ensures both the required installation space on the top surface and achieves efficient load diversion and transmission.

[0085] In some optional embodiments, the upper connecting layer 611 and the protrusion 22, as well as the lower connecting layer 612 and the main body 21, are connected by butt welds, and reinforcing ribs are added to the outside of the welds to further improve the fatigue strength of the connection nodes.

[0086] In one exemplary embodiment, such as Figure 6 and Figure 7 As shown, each longitudinal beam unit also includes a reinforcing web 613, which is connected between the lower connecting layer 612 and the main body 21.

[0087] In this embodiment, the reinforced web 613 increases the connection area between the lower connecting layer 612 and the main body 21, effectively improving the shear strength and fatigue resistance of the connection node and preventing cracking of the weld or connection under frequent traction and braking conditions.

[0088] In one exemplary embodiment, such as Figure 2 and Figure 6 As shown, the rail vehicle underframe also includes a coupler mounting base 7 and a buffer beam 8. The coupler mounting base 7 is located at the other end of the traction beam 6 and is suitable for mounting the coupler. The buffer beam 8 connects the coupler mounting base 7 and the end beam 5.

[0089] In this implementation, the coupler mounting base 7 bears the longitudinal impact and traction force of the coupler, and the buffer beam 8 disperses and transmits this impact force to the end beam 5 and the side beam 1. Together with the strong load-bearing structure of the traction beam 6, the passive safety performance of the train is improved.

[0090] In some optional embodiments, the coupler mounting base 7 is an aluminum alloy profile friction stir welded mounting base, which is formed by welding two separate profiles together to form the coupler mounting base 7 as a whole. One end of the coupler mounting base 7 is welded to the traction beam 6, and the other end is welded to the buffer beam.

[0091] In some optional embodiments, the above-mentioned welded connections are all achieved using laser + MIG robot automated composite welding.

[0092] Figure 8 This is a perspective structural diagram of the carriage provided by an exemplary embodiment of the present invention. Figure 9 This is a cross-sectional view of the carriage provided in an exemplary embodiment of the present invention. Figure 10 yes Figure 8 A magnified view of a portion of point A in the middle.

[0093] An exemplary embodiment of the present invention also provides a carriage, such as Figure 8 and Figure 9 As shown, the vehicle includes the rail vehicle chassis, two side walls 9, a roof 10, and two end walls 11 as described in any of the above embodiments. The two side walls 9 extend upwards from the two side beams 1, and each side wall 9 has at least one door mounting hole and at least one window mounting hole. The roof 10 is arranged parallel to the first floor 3 and is connected to both side walls 9. The two end walls 11 are respectively located at both ends of the roof 10 in a first direction, extending vertically and connecting to both the roof 10 and the two side walls 9.

[0094] In this implementation, the rail vehicle underframe, side walls 9, roof 10, and end walls 11 together form a sealed carriage bearing cylinder. Since the first floor 3 of the rail vehicle underframe does not need to be disconnected at the sleeper beam 2, the wiring inside the carriage can directly pass through the wiring cavity 31, simplifying the layout of undercarriage pipelines and improving the overall assembly efficiency of the carriage.

[0095] In some optional embodiments, the first floor 3, the second floor 4, the side wall 9 and the roof 10 all adopt topology optimization technology to optimize the arrangement of the ribs in the cavity, taking into account sound insulation, load-bearing capacity and lightweight level.

[0096] According to embodiments of the present invention, such as Figures 8 to 10 As shown, a baffle plate 91 extends upward from the upper end of the side wall 9. The baffle plate 91, the side wall 9, and the roof 10 form a water accumulation channel extending in the first direction to prevent water from flowing down the outer surface of the side wall 9.

[0097] In this implementation, when water accumulates on the surface of the roof 10 due to weather or other reasons, the water flows along the edge of the roof 10 into a water collection channel formed by the baffle 91, side walls 9, and the roof 10, and is then discharged longitudinally outside the vehicle. The baffle 91 effectively cuts off the path of rainwater along the surface of the side walls 9, especially in the areas of the windows and doors, maintaining clear visibility through the side windows, preventing the door seals from aging and failing due to long-term water immersion, and improving the vehicle's corrosion resistance and passenger experience.

[0098] In some alternative embodiments, the sidewall 9 is constructed as a double-shell profile structure and is automated composite welded using laser + MIG robotic welding.

[0099] An exemplary embodiment of the present invention also provides a rail vehicle, including the carriage in any of the above embodiments. The rail vehicle has a high-capacity, high-load-bearing underframe, while its internal wiring is unobstructed and its external drainage is reasonable, resulting in high operational stability and economy.

[0100] Those skilled in the art will understand that the features described in the various embodiments of the present invention can be combined and / or combined in various ways, even if such combinations or combinations are not explicitly described in the present invention. In particular, the features described in the various embodiments of the present invention can be combined and / or combined in various ways without departing from the spirit and teachings of the present invention. All such combinations and / or combinations fall within the scope of the present invention.

[0101] The embodiments of the present invention have been described above. However, these embodiments are merely illustrative and not intended to limit the scope of the invention. Although various embodiments have been described above, this does not mean that the measures in the various embodiments cannot be used advantageously in combination. Various substitutions and modifications can be made by those skilled in the art without departing from the scope of the invention, and all such substitutions and modifications should fall within the scope of the invention.

Claims

1. A rail vehicle chassis, characterized in that, include: Two side beams are arranged parallel to each other along a first direction and a second direction; Pillow beams include: The main body extends along the second direction and is connected to the two side beams; The protrusion extends upward from the middle of the upper surface of the main body; Two sets of first floor panels are located on both sides of the protrusion in the second direction. The first floor panels are configured to extend along the first direction and overlap the upper surface of the main body. A wiring cavity is formed in the first floor panel. At least one set of second floorboards is located between two sets of first floorboards, the second floorboards being configured to extend along a first direction and break at the location of the protrusion so that the protrusion can be embedded in the second floorboards.

2. The rail vehicle chassis according to claim 1, characterized in that, The main body includes: The intermediate profile is integrally connected with the protrusion to form a stepped structure; Two side profiles are respectively connected to the two sides of the middle profile in the first direction, so that the two sides of the main body in the first direction extend beyond the two sides of the protrusion in the first direction.

3. The rail vehicle chassis according to claim 2, characterized in that, The bolster also includes a connecting portion configured to extend upward from the upper surface of the side profile to be flush with the upper surface of the protrusion, so as to connect the protrusion and the second floor.

4. The rail vehicle chassis according to claim 2, characterized in that, The side profile is configured to extend in a direction away from the middle profile to form a mounting portion suitable for mounting a traction device. There is a vertical distance between the mounting portion and the second floor, and a lateral distance between the mounting portion and the side beam.

5. The rail vehicle chassis according to claim 1, characterized in that, Also includes: Two end beams, extending along a second direction and spaced parallel to each other along a first direction, are configured to be sequentially connected to the two side beams to form a rectangular frame; The traction beam, with one end connected to the bolster beam, is configured to extend along a first direction toward the end beam that is closer to the bolster beam. The second floor is also configured to break at the location of the traction beam so that the traction beam can be embedded into the second floor.

6. The rail vehicle chassis according to claim 5, characterized in that, The traction beam includes: Two longitudinal beam units are arranged parallel to each other along a second direction, with one end of each longitudinal beam unit connected to the protrusion. A connecting plate is connected between two longitudinal beam units, and the upper surface of the connecting plate is flush with the upper surface of the protrusion to connect with the protrusion.

7. The rail vehicle chassis according to claim 6, characterized in that, Each of the longitudinal beam units includes: An upper connecting layer, one end of which is connected to the protrusion in a first direction, one side of which is connected to the second floor in a second direction, and the other side of which is connected to the connecting plate; A lower connecting layer is located below the upper connecting layer and connected to the upper connecting layer, and one end of the lower connecting layer is connected to the main body in a first direction.

8. The rail vehicle chassis according to claim 7, characterized in that, Each of the longitudinal beam units also includes a reinforcing web, which connects the lower connecting layer and the main body.

9. The rail vehicle underframe according to claim 5, characterized in that, Also includes: A coupler mounting bracket is provided at the other end of the traction beam and is suitable for installing a coupler; A buffer beam connects the coupler mounting base and the end beam.

10. A type of carriage, characterized in that, include: The rail vehicle chassis as described in any one of claims 1-9; Two side walls extend upward from the two side beams respectively, and each side wall has at least one door mounting hole and at least one window mounting hole; The roof is set parallel to the first floor and simultaneously connected to both of the side walls; Two end walls are respectively disposed at both ends of the vehicle roof in a first direction. The end walls extend in a vertical direction and are connected to both the vehicle roof and the two side walls.

11. The carriage according to claim 10, characterized in that, A water baffle extends upward from the upper end of the side wall, and the water baffle, the side wall, and the roof form a water accumulation channel extending in a first direction to prevent water from flowing down the outer surface of the side wall.

12. A rail vehicle, characterized in that, Including the carriage as described in claim 10 or 11.

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